Railway-rail joint with rerailer and derailer.



APPLICATION FILED OCT. 17, l9|6.

Patented May 8, 1917.

3 $HEETSSHEET l.

J. E. BENNETT & F. CELLITTI.

RAILWAY RAIL JOINT WI TH RERAILER AND DERAILER.

\ N APPLICATION FILED OCT. 17, l lfi- 1 1 25 1& Pa tentea. May 17.

3 SHEETS-SH 2 59 ,mmuu u uunn J. E. BENNETT & F. CELLITTI.

RAILWAY RAH. JOINT WITH RERAILER AND DERAILER.

Patented May 8, 1917.

3 SHEETS SHEET 3.

r warns arnr onric/ JAMES EDWARD BENNETT AND FRANK GELLITTI,- OFMOMENGE, ILLINOIS.

RAILWAY-RAIL JOINT WITH RERAILEB AND DERAILER.

T 0 all whom it may concern:

Be it known that we, JAMEs EDWARD BEN- NETT and FRANK CELLITTI, citizensof the United States and Italy, respectively, and residents of Momence,in the county of Kankakee and State of Illinois, have invented certainnew and useful Improvements in Railway-Rail Joints with Rerailers andDerailers, of which the following is a full, clear, and eXactdescription, reference being had to the accompanying drawings, whichform a part of this specification.

Our invention relates to railway rail joints and derailers and ourimprovements comprise the production of a suitable rail joint formedwith a re-railing device and to which may be attached a derailingdevice.

\Ve are aware that railway rail joints are old and that re-railers andderailers are old but our invention contemplates a combination of thesedevices in a peculiar manner, resulting in a new device and veryconvenient results in practice.

In the drawing Figure 1 is a perspective view of a railway rail jointand derailer constructed in accord with our invention, only shortsections of rails being shown for convenience;

Fig. 2 is a plan-elevation or isometric perspective from what We termthe front end of a railway rail joint constructed in accord with ourinvention, the derailer attachment being omitted;

Fig. 3 is a plan view of the same;

Fig. 4: is an end elevation of the same from the front end;

Fig. 5 is an end elevation of the same, with parts broken away, from theopposite end;

Fig. 6 is a side elevation of the main frame piece or bar;

Fig. 7 is a transverse section looking in the direction of Fig. 4, thefront end being removed;

Fig. 8 is a modified form of rail joint adapted to receive a modifiedform or forms of wheel guiding bars or derailing devices shown in Figs.13 and 14 the joint being provided with a unilateral locking device;

Fig. 9 is a similar view of a similar device provided with a bilaterallocking dev1ce;

Fig. 10 is a detail view of the bilateral locking device;

Fig. 11 is a modified form of wheel guiding angle bar base adapted to beused in Specification of Letters Patent.

Patented May 8, 1917.

Application filed October 17, 1916. Serial No. 126,201.

. connection with the modifications shown in the device shown in Figs. 1to 7, showing the manner of embedding an electric wire connection in thejoint members; and

Figs. 13 and 1% are perspective views of modifications adapted to beused in connection with the modification shown in Fig. 11. Our inventioncontemplates either the use of the more complicated integral structureof Figs. 1 to 7 and 12 or the less complicated and multipart structurecomprising the modifications shown in the other figures, our inventionbeing considered broad enough to cover both forms.

Referring to Figs. 1 to 7 and 12, 1 is a main angular frame piece orbar, 2 a complementary angular frame piece or chock bar, 3 the rails, 4:a locking block fastened by bolt 5, and nut 6. 7 is an electric wireembedded in dovetail groove 7 to connect electrically the ends of therails, the advantage of the dovetail shape of the groove be ing that thewire is not only protected against fouling, but after being forced intothe groove is practically secured in its position by reason of thecomparatively narrow entrance and the natural tendency of the wire toassume other than a perfectly straight line.

8 is a flange on the main angular frame piece or bar 1, downwardlyextending so as to overlap the upeXtended flange part 9 of thecomplementary angular frame piece or chock bar 2, and 10 is an upwardlypro jecting flange on the main angular frame piece or bar 1, serving toassist in positioning and confining the complementary angular framepiece or chock bar 2 in place.

11 is a boss on the main angular frame piece adapted to pass through ahole 11 in the rail adjacent thereto and assist in se curing the mainangular frame piece in position with respect to the rail. There may beseveral of these bosses 1-1 and they may be threaded-as shown at 11 sothat they may be secured tightly by nuts if desired.

12 is a groove formed in the complemeutary angular frame piece or bar 2for the guidance of a car wheel up toward the rails. 13 are additionalgrooves for the guidance of car wheels Onto the rails in eitherdirection. 14: are notches adapted to receive means for fastening thejoint bar 1 to rail supports (not shown) such as ties or string ers.

The main angular frame piece or bar 1 has a groove 1 for the ascensionof car Wheels to a position on the rails, from the side opposite theangular frame piece 2.

15 are securing means for bracket 40 having paired lugs 41 for thereception of pivot means 42 by which bracket 43 is attached andpositioned, the bracket being also secured at an intermediate point orpoints by means 44 to an overcap 45 having a derailing groove 46, and apart 47 resting on the returned portion 48 of main frame piece 1. A part49 rests on part 50 of main frame piece 1, and carries a bail 51 adaptedto be positioned adjacent a bail 1'6, suitably mounted in an orifice 16on the main frame piece 1. Through the bails may be passed the loop of alocking means for securing or locking the overcap in position on therail joint.

In the modification in Figs. 8 and 9 the main frame piece 1 issupplanted by an inclosing bar 17 and the complementary frame piece issupplanted by a wedge 18, the two being secured relatively by aunilateral bellcrank locking means 19 secured by a set screw at 20 asshown in Fig. 8 or a bilateral bell-crank locking means 23 secured by aset screw 20 as shown in Fig. 9, the latter means'23 being shown indetail in Fig. 10.

Fig. 11 is a modification in which part 1 is divided into severalsimpler constructed parts. One, a plate 28, has removable portions 29 tofacilitate assembly of parts and holes 31 for receiving means forattaching the plate to a tie or stringer,'the sliding portions 29 havingpositioning flanges 32. Another, adapted to rest on the base plate 28,has a rail-engaging part 33 and car wheel engaging groove 34 as shown inthe two Figs. 13 and 14. These may be assembled in an obvious manner tocomprise an equivalent of the parts 1 and 2. The orifices 55corresponding to the holes which accept the securing means 15 permit theattachment of an overcap in the manner previously described.

When it is desired to have a clear rail the overcap is thrown back onits hinges onto the'ground, but when the overcap is to be used to deraila car it is thrown over onto the rail as shown in the drawings, andsecured or locked by passing a fastening means through the bails l6 and51.

Having thus described" our invention the following is what we claim asnew therein and desire to secure by Letters Patent:

1. The combination of a railway rail joint,

provided with re-railing means and a derailer mounted thereon.

2. The combination of a railway rail joint, provided with re-railingmeans and a derailer hinged thereto.

3. A railway rail joint and re-railer comprising a main angular framepiece, a'complementary angular frame piece partly encompassed by themain angular frame piece andsecured thereto, and a re-railing grooveformed in one of the angular frame pieces.

4. A railway rail joint and re-railer comprising a main angular framepiece, a complementary angular frame piece partly encompassed by themain angular frame piece and secured thereto, bosses on the main angularframe piece serving as stops to position the complementary angular framepiece within the bounds of the main angular frame piece, and are-railing groove formed in each of the angular frame pieces.

5. A railway rail joint and derailer comprising a main angular framepiece, a complementary angular frame piece secured thereto, and aderailing device hinged to one of the angular frame pieces.

6. A railway rail joint, re-railer and derailer comprising a mainangular frame piece, a complementary angular frame piece securedthereto, a re-railing groove formed in one of the angular frame piecesand a derailing device hinged to the other angular frame piece.

7. A railway rail joint, re-railer and derailer comprising a mainangular frame piece, a complementary angular frame piece securedthereto, re-railing grooves formed in the angular frame pieces and aderailing device hinged to one of the frame pieces.

8. A railway rail joint, re-railer and derailer comprising a mainangular frame piece, a complementary angular frame piece securedthereto, a derailing device hinged to one of the frame pieces and meansfor locking the derailing device in operative position.

9. A railway rail joint, re-railer and derailer comprising a mainangular frame piece, a complementary angular frame piece securedthereto, a re-railing means formed in one of the angular frame piecesand a derailing device hinged to said angular frame piece.

In testimony whereof we aflix our signatures in presence of twowitnesses.

JAMES EDW'ARD BENNETT. FRANK CELLITTI. Witnesses:

OSCAR E. OGLESBY, WM. REYNOLDS.

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of Patents, Washington, D. G.

